Railway-engine for cars and locomotives.



' J. D. DONOVAN.

RAILWAY ENGINE FOR CARS AND LOCOMOTIVES.

APPLICATION FILED MAR.17. 1909v Patented Sept. 6, 1910.

5 SHEETS-SHEET 1.

WITNESSES J. D. DONOVAN.

RAILWAY ENGINE FOR CARS AND LOCOMOTIVES.

APPLICATION'TILEI) MAR. 17, 1909.

Patented Sept. 6, 1910.

5 SHEBTSSHEET 2.

WITNESSES IN VEN'I'OR.

J. D. DONOVAN.

RAILWAY ENGINE FOR CARS AND LOCOMOTIVES.

APPLICATION FILED MAR. 17, 1909.

969,750. Patented Sept. 6, 1910.

5 SHEETS-SHEET 3.

y WITNESSES: i INVENTOR.

J. D. DONOVAN.

RAILWAY ENGINE FOR CARS AND LOCOMOTIVES.

APPLICATION IILEI) MAR. 17, 1909.

969,750, 7 Patented Sept. 6, 1910.

5 SHEETS-SHEET 4.

WITNESSES: INVENTOR.

J. D. DONOVAN.

RAILWAY ENGINE FOR CARS AND LOCOMOTIVES.

APPLICATION FILED MAK.17, 1900.

969,750, Patented Sept. 6, 1910.

E: 5 SHEETS-SHEET 5.

WITNESSES:

UNITED STATES PATENT OFFICE.

JAMES D. DONOVAN, OF KANSAS CITY, MISSOURI, ASSIGNOR, BY MESNEASSIGNMENTS, OF TWO-THIRDS 'I'O WILLIAM F. DAVIS, OF KANSAS CITY,MISSOURI.

RAILWAY-ENGINE FOR CABS AND LOCOMOTIVES.

Specification of Letters Patent.

Patented Sept. 6, 1.910.

Application filed March 17, 1909. Serial No. 484,024.

To all whom it may concern:

Be it known that I, JAMES D. Donovxx, a citizen of the United States,residing at Kansas City, in the county of Jackson and State of Missouri,have invented certain new and useful Improvements in Railway-Engines forCars and Locomotives, of which the following is a specification.

The invention relates to railway engines for cars and locomotiveswherein the power is derived from the expansion of fluid against singleacting reciprocating pistons working within a plurality of ciylindersand seeks to provide a simple and e ective form of fluid engine, freefrom erceptible vibration which may be flexib y mounted with the enginecrank shaft in constant arallel position to the wheel axle and gearethere to. Railway car and locomotive wheels are rigidly secured to thewheel axles and the axles are provided with suitable journal bearingsfrom which the truck frame is spring supported. It is essential thatlocomotive car wheels and axles shall be so connected'to the truck framethat the wheels may follow the irregularities of the track and at thesame time yieldingly support the truck frame. For this reason engineswhich are geared directly to the wheels or axle must be so' mounted asto maintain parallel relations between the engine crank shaft and wheelaxle at all times.

' The present invention seeks to provide an improved form of fluidengine which is mounted on the wheel axle with a supporting armextending to the truck frame, together with a gear drive to the axle, inmy preferred construction through a friction clutch and to so distributethe cylinders as to give room for crank shaft bearings of a lengthsufficient to withstand the severe.

shocks and wear due to car and locomotive service.

A further object of the invention is to so distribute the en ines as torovide room for a sufficient nnm er of cylinders and of a size thattheir combined power will supply the demand for operating on steep hi1 sor or to pull trains of cars.

With these and other objects in view, the invention consists in thefeatures of construction, combinations and arrangements of partshereinafter described, illustrated in the accompanying drawings and moreparticularly pointed out in the claims at the end of this specification.

In the drawings F igure 1, is a view in elevation of a truck for railwaycars or locomotives in which two of the im )roved engines are ap lied toeach wheel axle. Fig. 2 is a plan 0 a truck for railway cars orlocomotives in which two of the improved engines are applied to eachwheel axle. Fig. 3 is a plan of a pair of railway car or locomotivewheels and axle with one of the improved engines mounted thereon, saidengine having the cylinders, pistons and connecting rods removed. Fig. 4is a vertical cross section on lines a-a of Figs. 5 and 6. Fig. 5 is avertical longitudinal section on line b-?) Fig. 4, looking in thedirection arrows 2-2. Fig. 6 is a vertical longitudinal section on linecc Fig. 4.

The car w eels 1 are rigidly secured to the axle 2 as usual. The axlesextend beyond the wheels and have journals 3 to receive the journalboxes 4. The journal boxes are as usual provided with swingin covers 5and are arranged to slide in the rame jaws 6 of the truck frame 9.Equalizer bars 7 rest upon the journal boxes and carry springs 8 whichin turn carry the truck frame.

To the truck frame is secured the bolster box 10 from which depend the"swinging bolster hangers 11, these in turn support the springs 12 onwhich rest the bolster 13. The bolster is mounted with a center plate 14and side bearings 15, for the purpose of supporting a car or locomotivebody or frame. The truck illustrated in Fig. l and Fig. 2 is a commontype used in connection with what is usually termed double truck cars orlocomotives.

It will be understood that the invention may be applied to trucks forsingle tllu'k cars and locomotives and to other forms of trucks.

To the engine main frame 10 is bolted the journal caps 24 with bolts 25.thus forming journal boxes which support one side of the engine and holdit in alinement with the axle: in the form shown these boxes areprovided with bushings 23; within the eugine main frame is journaled thecrank shaft 20 which once placed in alinenu-nt with the .wheel axle willbe rigidly held in that position, although the axle is free to revolvewithin the frame journals. From the side of the engine opposite the axleextends a supporting arm whichis loosely connected to the truck frame byplates 46 and bolts 47. The engine frame is thus free to move up anddown with the wheel axle and although the axles may divergegreatly fromparallel relations to each other the crank shaft 20 remains in parallelposition to the wheel axle 2, In the preferred construction thejouinal-.oaps1 24- are placed above the wheel axles 2 so that bolts 25-mayrbe removed and the entire engine dropped from the wheel axle andeasily removedfrom the truck for inspection or repairs.

In the form shown the ournal boxes that support the engine on the wheelaxle are so located as to allow the placing of two engines on a singleaxle, having one pair of wheels. This feature of placing two engines onone wheel axle is of material advantage, and by this means where amedlum amount of power is required a suflicient number of-engines can beplaced on one or two wheel axles thus reducing complication. In placingthe engines on one wheel axle the engine cranks will be so set that notwo pistons will receive the maximum pressure at one time, from this itwill be understood that two engines will give a more constant torquethan one engine. Another advantage of this arrangement is obtained inthe fact that two engines may be placed on each of the several wheelaxles of a car or locomotive and the power or traction distributedthrough all the wheels so connected.

To the lower side of engine main frame 16 is bolted by bolts 26 thelower frame or crank case 17 thus inclosing the crank and forming an oilchamber from which the oil is sprayed to the bearings by the crank shaft20 and connecting rods 21.

In the form shown; the cylinders 18 are bolted to the engine main-frame16h} bolts 27 and are fitted with pistons 22 which are fitted withpacking rings of any suitable shape.

The connecting rods 21 connect the istons 22 to the crank shaft 20 andare ree to swing in the pistons and the crank shaft is free to revolvewithin the lower end of said connecting rods.

In the form shown gear 30 and gear 31 are secured to friction clutchhubs as shown at 49, Fig. 6. A friction clutch for this purpose wasinvented by me and is illustrated in Letters Patent No. 890,760 issuedto me, James Donovan, William F. Davis and Milton P. Davis, June 16,1908, but I do not wish to restrict this present application to anyparticular form of friction clutch. I Y

It will be understood that in the form of 1 friction clutch referred tothat gear 30 and gear 31 will be free to revolve around the wheel axlewhen the clutches are disengaged and that if either of the clutches wasengaged, the wheel axle and both wheels secured thereto would turn withthe respective gear. I

The pinion 32 is secured'to the crank shaft 20 and engages gear 31',thus when the engineis runmn and gear 31 is engaged by its respectiveriction clutch, motion is imparted to the truck wheels 1 and the car orlocomotive to which the wheels are attached will move along the railwaytrack. In like manner pinion 33 is secured to the opposite end of thecrank shaft 20 and engages gear 30 which may be engaged to the wheelaxle and-truck wheels and disengaged by the friction clutch controllingsaid gear.

From the foregoing description'it'will be understood that when pinion 33is driving the wheel axle and wheels by engagement with gear 30, 'aslower speed will be produced than when pinion 32is driving the wheelaxle and wheels through gear 31. The gear wheels are of difierentdiameters to produce variation in speed. The car or 10- comotive willmove in the direction in which the wheels are turned, which will dependupon the engine, said engine being reversible.

At 34 is shown a valve within a header 35 which in conjunction withsupply ports 50 is for the purpose of operating the engine on fluidsaturated with an explosive agent;

The engine may be operated with non-- explosive fluid admitted through36 which are fluid supply valves, working in :cages 37, said cages arecapped by cap 38. ,Valve 47 is a check against pressure within thecylinder while valves 36 are operated by rockers 39 through rollers 40and cams 41 and 41'. It will beunderstood from the position of the cams41 and 41*, that when fluid is admitted through the valve operated bycam 41 the engine will run in the direction indicated by arrow 52 whileif fluid be admitted through valve operated by 41% the engine will runin the opposite direction. The pressure is greatest when the pistons areat or near the upper endof the cylinder and continues through a greaterpart of the downward stroke. The exhaust is expelled through exhaustports 51 when the pistons are at or near the lowest point of'theirtravel.

The valves andvalve operating median-- ism is no part of my presentapplication, as various combinations and arrangements can be used forthe numerous classes of fluid such as air, steam and explosive mixtureswith which the improved engines may be car or locomotive wheels and aWheel axle secured therein, an engine with plural cylindeis and a framejournaled on said wheel axle at one side, the opposite side of saidengine supported on the truck frame of a car or locomotive, a crankshaft journaled in said engine frame and-held in parallel relation tosaid wheel axle. a gear secured to each end of said crank shaft, saidgears of different diameters, a gear loosely mounted adjacent each caror locomotive wheel, said last, na1ned gears of different diameters andcoinciding with said first named gears on said crank shaft, and frictionclutches to engage either loosely mounted gear to the coinciding car orlocomotive wheel, substantially as described.

22. The combination of a railway car or locomotive axle and pair ofwheels secured thereto, a vertical engine withplural cylinders, hungadjacent to said wheel axle, and connected thereto by journal bearings,a crank shaft journaled in the frame of said engine, pistons andconnecting rods to drive said crank shaft and gears connecting saidcrank shaft to said wheel axle, with a friction clutch interposedbetween, substantially as described.

'23. The combination of a railway car or locomotive axle and pair ofwheels secured thereto, a vertical engine with plural cylinders, hungadjacent to said wheel axle and connected thereto by journal bearings, atransverse crank shaft journaled in said engine, pistons and connectingrods to drive said crank shaft and gears connecting said crank shaft tosaid wheel axle with friction clutches interposed between, substantiallyas described.

24. The combination of a pair of railway car or locomotive wheels, awheel axle secured therein, a vertical engine comprising pluralcylinders, journal boxes on the frame of said engine to receive saidwheel axle, a crank shaft journaled in the frame of said engine, twopair of gears, each pair of said gears having a different ratio, meansto drive said wheel axle and wheels through either of said pair ofgears, truck boxes on said wheel axle, a car or locomotive truck framespring supported on said boxes and means on said'truck frame to holdsaid engine in working position, substantially as described. v.

25. The combination of a pair of railway car or locomotive wheels andwheel axle secured to. said wheels, a vertical engine comprising pluralcylinders between said wheels, a crankshaft journaled in the frame ofsaid engine, gears on said crank shaft, gears encircling said wheelaxle, said gears cooperating with said gears on said crank shaft, meansfor engaging either gear on said wheel axle with said cooperating gearon the crank shaft, said wheel axle having extend tending outwardly ingportions outside of said wheels, journal boxes on said extendinportions, a truck frame supported on sai journal boxes and means tosupport a portion of the weight of said en ine on the truck frame.

26. T e combination of a pair of railway car or locomotive wheels, awheel axle secured to said wheels, said axle having journals betweensaid wheels adapted to support a portion of the weight of a pluralcylinder vertical en ine, said wheel axle exeyond said wheels, saidexten'dmg portion provided with journal bearings, journal boxes on saidbearings, equalizer bars resting on said boxes, springs on saidequalizer bars, a truck frame supported by said springs and means on saitruck frame to support the portion of said engine not supported by saidhearings on said. wheel axle.

. 27. The combination of a pair of railway locomotive'or car wheels, awheel axle secured in said wheels, said wheel axle having extendingportions. outside of both wheels, a journal box on each of saidextending portions, a car or locomotive frame supported on said journalboxes, means to support a portion of the weight of a plural cylinderengine on saidframe and journals on said wheel axle between said car orlocomotive wheels to support the weight of said engine not supported onsaid car or locomotive frame, gear connections from the crank shaft ofsaid engine to said wheel axle and friction clutches interposed be tweensaid gear connections and said wheel axle, substantially asdescribed.

28. .The combination of a pair of railway car or locomotive wheels andwheel axle secured thereto, journals on said axle outside of saidwheels, journal boxes on said jonrnals,a truck frame spring supported bysaid journal boxes, two vertical engines connected to said wheel axle,each of said engines having a plurality of cylinders and journalbearings on said wheel axle, supporting arms resting in receptacles insaid truck frame and means to drive said wheel axle and wheels from saidengines, substantially as described.

29. The combination of a pair of railway car or locomotive wheels andwheel axle secured thereto, journal boxes on said wheel axle, equalizingbars supported by said journal boxes, springs connecting said equalizerbars to a locomotive or car truck frame, two vertical engines connectedto said wheel axle, each of said engines having a connecting support onsaid truck frame, gears connecting each of said engines to said wheelaxle and friction clutches to engage and disengage said gearconnections, substantially as described.

30. The combination of a pair of railway car or locomotive wheels andwheel axle gines provided with a crank shaft, pistons and connectingrods to drive each of said crank shafts, each crankshaft having two gearconnections to said wheelaxle and friction clutches interposed between,substantially as described. v

31. The combination of a pair of railway 'car or locomotive wheels and awheel axle to which said wheels are fixed, journals on said wheel axle,a car or locomotive truck frame spring supported by said journals, twoengines mounted on said wheel axle, each of said engines having pluralcylinders and an individual crank shaft,- gear connections from each ofsaid crank shafts to said wheel axle, substantially as described. V

32. The combination of a pair of railway car or locomotive wheels and awheel axle to which said wheels are fixed, a car or locomotive framesupported by said axle, two reciprocating pistonengines eachindividually journaled to said wheel axle, means to transmit the powerof either or both engines to said wheel axle and means to hold saidclutches interposed in said gear connections,

substantially as described.

34. The combination of plural wheel axles for railway cars orlocomotives, wheels fixed to each of said wheel axles,ja frame tosupport a car or locomotive body, said' frame.

spring supported by said plural wheel axles, two engines connected toeach of said wheel axles, each engine provided with plural cylinders anda crank shaft, each of said crank shafts connectedv to their respectivewheel axles through pairs of gears, friction clutches to, engage and.disengage either of the several pairs of gears from their re spectivewheel axles and means to hold said engines in a working position,substantially as described.

JAMES D. DONOVAN.

Witnesses: v

WILLIAM F. Davis, JEFFERSON D. KIRKPATRICK.

